Transmission control



May 11, 1 937. R. CHILTON TRANSMISSION CONTROL Original Filed May 4, 1934 6 Sheets-Sheet l lcll INVENTOR Q1 )Eozgup czimrozv BY 9 I. A.

ATTORN EY May 11, 1937. R. CHILTON 2,

TRANSMISSION CONTROL Original Filed May 4, 1954 6 Sheets-Sheet N T H INVENTOR R OLflND CHILTON ATTORNEY May 11, 1937. R. CHILTON TRANSMISSION CONTROL Original Filed May 4, 1954 6 Sheets-Sheet 3 EA "H VI A y ,19s1. I R. CHILTON 2,079,682

TRANSMISS ION CONTROL Original Filed May 4, 1954 s Sheets-Sheet 4 -AT TORNEY May 11, 1937, R CHILTON 2,079,682

TRANSMISSION CONTROL I Original Filed May 4, 1954 6 Sheets-Sheet 6 HIGH sacozm NEETZRE- NEUTRAL [22 Fmsr NEUTRAL REVERSE INVENTOR POL/7N0 601L7 0]? ATTORN EY V Patented May 11, 1937 UNITED STATES PATENT OFFICE TRANSMISSION CONTROL Roland Chilton, Ridgewood, N. 3.

Original application May 4, 1934, Serial No.

723,889. Divided and this application Decemher :1, 1935, Serial No. 56,901

Claims. (C1- Id-336.5)

unitary speed before gear changing. engagement is effected.

The structure having to do with the clutch combination having been claimed in said original This invention comprises improvements in transmissions; especially automobile transmissions of the change speed type. It is a division of application Serial No. 723,889, filed May 4, 1934.

As pointed out in said original application, it is an object of the invention to provide an organization whereinthecharacteristics and advantages listed below are achieved:

(1) Complete and practically instantaneous disengagement of the mechanism from driving torque for shift;

(2) Practically instantaneous and positive reestablishment of the drive connection immediately upon completion of a gear shift;

(3) Mechanical interconnection of the clutching and gear shifting functions independently of coordination by the operator, or automatic control mechanism;

' (4) The achievement of a minimum of flywheel or momentum effectsat the members engaged by any shift; a

(5) Provision of a clutch mechanism requiring a minimum of effort to eifect complete disengagement and re-engagement from the power means for shifting;

(6) The provision of automatic means for limiting the maximum rate of acceleration of the driven shaft independently of any skill in clutch x manipulation by the operator, and regardless of the suddenness with which the disconnecting clutch may be re-engaged and/or of any speed differences which may exist between the clutch members prior to such engagement;

(7) The provision oi means whereby the operator may at will modify the maximum rate of acceleration produced by the automatic acceleration limiting means;

(8) To provide automatic means for effecting the interconnected clutching and shifting operations according to requirements. and, when desired, independently of the operator, except insofar as the action may automaticallyrespond to the vehicle speed attained due to operation of the engine throttle control; q

(9) To provide the driver with a-setting control whereby he may, from time to time, vary the characteristics determining the vehicle speeds at which the automatic shiit into the various gear ratios is eflected:

(10) To provide a light control. whereby the operator may, at any instant, initiate the autothe inertia control device or coupling having been claimed in a further divisional application (Serial No. 56,900, filed concurrently herewith) it should here be pointed out that the subject matter herein claimed is concerned with the control of the transmission only. A description of the complete transmission, in its preferred embodiment, is'believed, however, to be in order.

It will be realized that the skilled driver of a conventional automobile coordinates several functions when executing a quiet shift. In starting, he must so relate the rate at which he relaxes pressure on the clutch pedal with the rate at which he depresses the accelerator pedal as to avoid stalling the engine or producing an unpleasant rate or acceleration which characterizes the jerky start of an unskilled driver. In changing into a higher gear the driver of the conventional car must de-clutch just before he releases the accelerator pedal, the reverse operation, when in a low gear, giving an objectionably rapid deceleration in the interval before clutch disengagement.- He must then wait until the (which is accelerated by synchronizing devices), complete the shift; use the accelerator pedal to bring the engine up to clutch speed so that he may engage the clutch without uncomfortable acceleration or. deceleration, whereupon he may fully depress the throttle. In changing down, the driving clutch member must be accelerated to effect a quiet shift, either by synchronizing devices which require an appropriate dwell in the middle of the gear shift movement, or by double-clutching" and speeding up the engine, which is beyond the skill of most drivers. The gear clashing resulting from'failure to coordinate these operations is the cause for the dein providing a satisfactory mechanism-most of those in the prior art tending to be more or less brutal, since they fail to effect the coordination practiced by a skilled driver.

The transmission of the present invention may be operated either manually or automatically, but in either case the new clutch combination herein disclosed automatically precludes matlc shut t0 higher and and clashing of the gears or excessive car accelera- (11) P i n a p ifi yn tions. The degree of noise accompanying ashift, ing means for bringing the parts concerned to or alternatively, the capacity and time required application, and the structure having to do with gears to be engaged come to unitary speedmand for automatic shifts, and of the difiiculty the driven clutch member; and freedom from clutch drag in the disengaged position is a further requirement for proper synchronization. At the same time the clutch must be "soft in its action, while, for quick shifting, instantaneous release and engagement are desired. It also is necessary to have great slipping capacity in the clutch mechanism and these requirements are conflicting, wherefore they are not met in the conventional single clutch system. Accordingly, in the present invention two distinct forms of clutch are used, firstly (preferably between the engine and the transmission) a small diameter coil clutch characterized by the extremely low operation pressures required and by complete and virtually instantaneous engagement and disengagement, and by the very small inertia in its driven member, and secondly, a large diameter pre-loaded multiple plate clutch preferably between the main shaft and the driven shaft characterized by capacity for long and smooth slip page, and not requiring any disengaged position or freedom from drag. Incorporated in this lat ter clutch is an automatic inertia device which opposes to the clutch spring pressure a force pro-' portional to the rate of acceleration of the driven member whereby the acceleration of the vehicle is limited despite the sudden engagement characteristic of the coil clutch.

In the drawings, wherein like reference characters denote like or corresponding parts:

Fig. 1 is a longitudinal axial section on the line II of Fig. 3;

Fig. 2 is an inverted plan view in axial section on the line 22 of Fig. 3;

Fig. '3 is an end sectional view on the line 3-3 of Fig. 2; a

Fig. 4 is a rear end view with the rear cover removed;

Fig. 5 is a longitudinal section on the line 5-5 of Fig. 3;

Fig. 6 is a development of the control cam;

Fig. '7 is a development of the ball tracks of the automatic acceleration limiting device;

Fig. 8 is a fragmentary end view of the shifter forks and cam;

Fig. 9 is a fragmentary transverse section, taken on the line 90, Fig. 1, but rotated through 180 relatively to the position shown in said figure;

Fig. 10 is a detail'sectional view through. a synchronizing. device on the line i0-I0 of Fig. 1; and

Fig. 11 is a detail sectional view through the control valve on the line "-4! of Fig. 2.

Referring first to Fig. 1, I0 designates'a flywheel secured to a conventional automobile crankshaft I 2 by bolts I 4 and furnished with driving studs I6. The engine has the usual rear plate I0 to which is bolted the transmission housing 20.

Engaged with the driving studs I6 is the driving plate 22 of the outer clutch drum 24 which has splined projections 26 at its right hand end,

andangular splines 26 at its left hand end.,

Clutch coils 30 and 3| have end splines engaging the driving drum splines 28, 26, and frictionaliy engageable within these coils is the driven drum 32 characterized by its lightness and small diameter. The inner ends of the coils 30-3! (i..e., the ends remote from their respective splined driving connections 2628 with the drum 24) terminate in proximity to each other, as indicated in the detailed view of Fig.

'9, and these free ends of the coils are bridged by a key 34 adapted to be forced radially inwards by a conical recess 36 in a control sleeve 36 under the action of a light clutch spring 40, but subject to the control of a fork 228 engaging a shoulder- 230, as fully described hereinafter. By the use of two coils engaged with the driving drum at opposite ends, the free-wheeling action characteristic of a single coil is prevented, but where free-wheeling is desired, a single coil of the appropriate helix may be used It will be seen that the key- 34 is loosely engaged in an opening 35 in the drum 24, and that the' key has two prongs bearing on the ends of the respective coils 30, 3! so that whenever the key is forced inwardly by coaction with the conical recess 36 of the outer or control sleeve 38, the ends of the coils are forced into contact with the inner or driven drum 32, thus initiating self-locking driving action according to the well known operation of a coil type clutch.

The main shaft of the transmission is shown at 42 and is carried by the pilot bearing 44 in the flywheel I0 and by the rear bearing 46 in the -'I0 having the sleeve I2, and again rotatably mounted upon this sleeve is the second speed layshaft gear 14. The gears I4 and I0 are together slidable upon the gear sleeve 68 by the shifter fork 16. The main shaft 42 is splined at I8 for mounting the second and first main shaft gears 80, 82, slidable through the shift fork 84. The gears 66, I0 and 80 are provided with internal teeth 06. 88 and 90 engageable respectively with the ends of the teeth of the gears I4, 64, and 50, these engagements comprising dog clutches. A reverse idler gear 92 on the spindle 94 (Fig. 3) is in permanent mesh with the pinion 64 and engageable with the gear 02 when this is moved to the right of Fig. 1.

The main shaft 42 is provided at its right handend with an extension 96 upon which is rotatably mounted, on bushings 98, 99. the hollow driven shaft I00 having the clutch drum I02. The main shaft is further provided with an enlarged splined portion I04 with which are engaged the inner clutch plates I06 between which are frictionally engaged the outer clutch plates I08, splined at I09 into the clutch drum I02. A pressure plate H4 engages a shoulder II5 forming an abutment for the clutch plate assembly under the pressure of the clutch spring II 6 adjustable by the nut H8 upon the extension 96 of the main shaft. Mounted for limited rotational freedom around the clutch is the inertia member I20 axially adjustable by the thrust nut I 22, and furnished with the inertia weights I24; the number used comprising an adjustment of the clutch acceleration characteristics.

The driven shaft I00 carries the flanged sleeve I26 for attachment of the usual propeller shaft universal joint. The flanged sleeve I26 is provided with an opening i2! for adjustment of the aovaesa clutch spring nut I I8, and the nut I I8 clamps the sleeve I26 and the oil pump gear 2I2 and theinner race of the thrust bearing I28, the outer race of which has a draw collar I28 engaging the levers I38 on the control shaft I32, which carries the clutch pedal I34.

The unloading or acceleration limiting device includes sloping tracks I38, Fig. 7, formed respectively in the Inertia member I28 and the clutch drum I02 and separated by the balls I48 retained by the cage I42. It will be noted that the rear cover I44 is provided with a bushing I48. for the support of the drive shaft I08 with the flanged sleeve I26.

The shifter forks 16, 84, are slidable on fixed rods I48, I50 (Figs. 3, 8, 2) and have integral pins I52, I54,engaged in cam grooves I66, I88, in the cam drum I68 secured for rotation with the shaft I62 mounted in the bearing I64 and bushing I66.

The shaft I62 is provided with a pinion I88 meshed with the rack teeth'l18 in theplunger I12 slidable in the bore I14 in the housing 28 (Fig. 3).

Formed in the housing 28 is the cylinder I16 in which is fitted the piston I18 having the rod I88 slidable through the bushing I82 against the ,lever I86. The cylinder I16 has lay-passports 202 at its lower end and an oil inletpassage 284, connected as indicated by the dotted-lines at 286, (Fig. 4) to the delivery side of an oil pump 288 driven by the gears 2I8, 212, from the drivew shaft I88. The inlet port 284 is provided with a bleed orifice 2, (Fig. 11), adjustable by'the valve spindle 2I6, which is screw-threaded at its upper end as at 2I8 into the housing 28 and provided with a lever 228 connected to a driver's control (not shown). 8

The cam drum I68 is provided at its left hand end with depressions 222 (Figs. 5, 6, 8), forming a face cam for actuating the tappet 224 adjustably fixed in the boss 226 of the clutch fork 228 which is slidable on an extension of the shifter rod I58 and which fork engages'the shoulder-288 of the clutch, control collar 88.

The operation of the device is as follows: Whenever the control shaft I88 is moved, either through the hand controllever 200 or by the spring and hydraulic reactions on the automatic piston I18, the rack I18, I12, is moved vertically, rotating the cam drum I68 through its pinion I68 and actuating the appropriate shifter fork, through the cam slots I88, I68; to the right or left as willbe clear from the cam development view of Fig. 6. The clutch actuating depressions 222 in the end of this cam are so related to the cam slot profiles that the clutch tappet 224 falls into one of these depressions whenever a gear is fully engaged thus releasing the clutch control sleeve 38 to the action of the clutch spring 48 which engages the coil clutch 88 through the tapered actuated key 34 as previously described. Initial rotation of the cam drum from any ingear position moves the tappet 224 and therefore the clutch fork 228 to the left of Figs. 2 and 5 releasing the coil clutch, which release is complete before the cam slots start to move the as sociated shifter fork pin as will be clear by noticing the initial parallel conformation of these cam slots on either side of the various ingear positions designated on Fig. 6. Continued motion of the cam drum first completely retracts the gear being disengaged to neutral position and then holds it there while the succeeding gear is engaged, whereupon the clutch fork tappet 224 falls into the succeeding depression 222, re-engaging the coil clutch, as previously described.

Coil clutches of this character tend towards sudden engagement which produces high acceleration of the driving or inner plates I06 of the inertia control clutch. The floating inertia member I28, however, will lag behind any such instantaneous accelerationof the clutch, thus exerting an opposing pressure against the clutch spring II6 through the inclined tracks I38 and balls I48 previously described. Thus. by a suitable balance between the angularity of these tracks and the adjustment of the clutch spring H6, and by suitable selection of the inertia weights I24 the clutch is-made to slip whenever a pre-determined maximum acceleration of the driven shaft I80 is reached. This factor is preferably pre-set at a high rate of acceleration which may, at any time, be reduced by the driver by applying appropriate pressure to the clutch pedal I34 which also opposes the clutch spring II6 through the clutch control shaft I32 and the clutch thrust bearing I28, causing the clutch to slip at a lower torque.

It should be emphasized that this does not involve any actual depression of the pedal I34 or any timed or coordinated pressure thereon; the effect of the driver resting his foot on this pedal being that the optimum accelerations transmitted through the acceleration limiting clutch are reduced in proportion to the pressure applied to the pedal continuously throughout manual or automatic gear shifting.

It will further be evident that the cam mechanism provides a straight-through type of shift lever action to go through the successive gears in place of the more common selective or gate type of shift involving lateral motion of the shift lever.

while the cam drum I68 and the hydraulic actuating piston I18 have been drawn in that neutral position which lies between first and second gears, the normal position with the vehicle stopped will be in neutral between first and reverse. The shift at starting into first or reverse is made manually through the lever 280, the initial movement disengaging the coil clutch 38 as previously described, and the further movement engaging first or reverse gears accordingly, as the lever is shifted forward or backwards. In this neutral position between first and reverse the by-pass ports 282 in the cylinder I16 bridge the piston I18, and the pressure from the spring I84 is taken by the collar I86 of the sleeve I88 whereby the piston is freed 65 from both spring and hydraulic pressure. It will also be noted that the correlation of the clutching and shifting functions is automatically ,derived from movement of the lever 288 through the cam I68 and the tappet 224, as previously described, without clutch pedal manipulation by the driver.

However, as the vehicle moves forwardly in first gear the oil pressure pump 288 builds up pressure under the piston I18 in proportion to the speed of the driven shaft m (which is proportional to the speed of the vehicle) which proportion, however, may be varied by the setting of the bleed valve 2". Upward" motion of the piston H8 is resisted by the spring I, and also by the clutch actuating tappet 224 which must be lifted out of its depressions 222 in the cam .iGil against the pressure of the clutch spring 40 before the piston can rotate the cam. It will be noted that these depressions are of arcuate profile, giving a decreasing resistance to the rotation of the cam as the tappet 224 is lifted towards disengagement of the coil clutch. Thus, when the hydraulic pressure on the piston I'll builds up -from increasing vehicle speed sufficiently to initiate rotation of the cam, this rotation will continueuntil the tappet 224 falls into the succeeding depression 222, whereupon the shift into the succeeding gear ratio has been completed and the coil clutch reengaged. At the same time the movement of the piston ill has built up increasing pressure on the spring I84 requiring increased vehicle speed to build up the increasedhydraulic pressure required to effect a shift into the next successive higher gear.-

Ii, however, while in any specific gear ratio, the driver desires to accelerate the next shift he has only to open the bleed valve 2 to drop the pressure beneath the piston I18 whereupon the spring i will move the mechanism to the next lower gear. Conversely, reducing of the opening of the bleed valve 2l6 will initiate an automatic shift into higher gear by increasing the hydraulic pressure.

It will now be seen that after the first gear has been manually engaged the subsequent shifts are automatic and occur at vehicle speeds depending upon the setting of the bleed valve.

It should further be seen that whenever the car in traveling in one of the highergearsisslowedo down, as by a gradient, to the point where the hydraulic pressure falls sufficiently below that of the spring I84 to turn the cam I60 against the restraining pressure of the clutch actuating tappct 22!, the mechanism will automatically change down into the next lower ratio.

Because of the practically instantaneous action characteristic of the'coil type of clutch, and because of the extremely small inertiaof its driven member, it will be practicable to engage the gears or gear clutches without waiting for speed synchronization between them, and further, because of the absence of drag which also characterizes coil clutches, extremely fast shifting action may be realized. This will make it possible for the driver, after his initial start into first gear, to keep the engine accelerator continuously depressed whenever he desires maximum acceleration. The clutch disengaging period will be shorter than normal and therefore the acceleration of the engine under open throttle during shifts will be reduced. Even without this feature, the surge which usually accompanies clutch engagement with the englnespeeded up will-be suppressed by the automatic slipp ge of the;acce leration limiting clutch. all without manipulation or skill of the driver. These factors will 'enl' ance the acceleration performance of the car through the successive gears, which is a maximum when each shift is delayed until the engine has got to its speed of maximum horse power which can be arranged thru the appropriate setting of the bleed valve. when le'ss-than-optimum acceleration is desired. i. e., when it is desired to go through the gears without reaching high engine speeds, the desired result is eifected by having the bleed valve in a more closed position.

Although it is a feature of this invention that the driven member 32 of the coil clutch adds very little to the inertia of sthe gear system, so that rapid gear shifting will-be practicable without waiting for synchronization of the gears, it will be obvious that any known type of synchronizing device may be incorporated if desired. For reasons of simplicity and compactness, however, the special form of spring ring synchronizing device shown in end view in Fig. 10 is preferred, three of these devices appearing in section in Fig. 1. For instance,'it will be noted that before the internal teeth fill-of the second speed main shaft'gear 80 can engage the end of the stem gear teeth It) by leftward travel of the gear .0, the spring ring 300 which is engaged in a suitable groove in an extension 302 of the gear ill will be forced to pass through the reduced diameter clutching surface SM of the gear 50 which has a tapered entrance and exit as shown. The ring 300 is inturned at one end as seen at 306, Fig. 10, to engage aitransverse slot cut through the projection 302 whereby the ring is restrained to rotate with its associated gear. The free diameter of the ring is such that it generates a substantial frictional drive between the gears to be engaged as the ring is contracted in passing through the reduced diameter clutching surface 304.

The layshaft, as previously described, comprises the rigidly connected gears 64 and 68 with which the independently rotatable*gears l4 and III are respectively to be synchronized, and since more room is afforded at the large gear 86, both synchronizing devices are incorporated at this end of the shaft, the inner spring ring is held to rotation with the sleeve 12 of the gear 10, and the outer ring is held to rotation with the annular extension 308 of the gear 66 as just described in 21;: case of the direct drive'synchronizing spring While I have described my invention in detail in its present preferred embodiment, it will be obvious to those skilled in the art, after understanding my invention, that various changes and modifications may be made-therein without departing from the spirit or scope thereof. I aim in the appended claims to'cover all such modifications and changes.

What is claimed is: 7"

l. The combination with a drive shaft and a driven shaft, of a transmission having gears shiftable into high and low ratios connecting said shafts, a cam means movable to shift said gears, fluid pressure means operatively connected to said cam to urge said cain" towards high ratio position responsively to the speed of one of said shafts, spring means operatively connected with the cam to urge said cam to low ratio position, and shifter forks operatively connecting said cam and gears.

2. The combination with a transmission affording various gear ratios between driving and driven shafts, of a fluid pressure pump driven from one of said'shafts, a piston movable by pressure from said pump, a spring means operatively connected to said piston to urge the piston to opposite movement, and gear shifting means operated by said piston movements into high and low gear ratios respectively, said gear shiftingaovaesa 5 means including a cam and means connecting the cam to the piston for rotation thereby.

3. In a transmission-including a drive shaft and a driven shaft and gears therebetween shiftable to high gear, low gear and neutral positions, in combination, a gear shifting cam operatively connected to said gears, means to yieldably restrain said cam in in-gear position, means adapted to develop fluid pressure proportional to the speed of one of said shafts, means to vary said proportion at will, and means to operate the cam from such pressure.

4. In a transmission having a drive shaft and a driven shaft, in combination, gears between said shafts shiftable to high and low ratios, shifter forks engaging said gears, cam means connected with said forks and rotatable toshift said forks one at a time, a cam operating piston, a pump driven from one of said shafts and pressure connected with one side only of said piston, a spring connected with and effective on the other side of said piston, and a pressure control valve in said pressure connection movable at will during the operation of the transmission to comprise a manually controlled hydraulic gear shift.

5. In a transmission having a drive shaft and a driven shaft, the combination with shiftabie transmission gears between said shafts, of a rotatable cam, a pinion, a rack, a piston and an operators gear shift lever, all mechanically connected for simultaneous movement; gear shifter forks connected with and movable one at a time by said cam, a pump driven by one of said shafts and in continuous hydraulic communication with one side of said piston, and a spring connected with'said piston to urge said piston to move in opposition to said hydraulic means.

R0 Eli CHILTON. 

